Inboard Bearing Assemblies having Load Transfer Shoe Bolts

ABSTRACT

A proprotor system for a tiltrotor aircraft having helicopter and airplane flight modes includes a yoke having a plurality of blade arms each having an inboard pocket with an outboard surface. Each of a plurality of bearing assemblies is disposed at least partially within one of the inboard pockets with each bearing assembly including a shear bearing and a centrifugal force bearing having an integral shoe with an outboard surface. Each of a plurality of inboard beams is disposed at least partially between one of the centrifugal force bearings and one of the shear bearings. Each of a plurality of proprotor blades is coupled to one of the inboard beams. The integral shoes are coupled to the yoke such that there is a spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a continuation-in-part of co-pending application Ser. No. 15/648,650 filed Jul. 13, 2017, the entire contents of which is hereby incorporated by reference.

TECHNICAL FIELD OF THE DISCLOSURE

The present disclosure relates, in general, to proprotor systems operable for use on tiltrotor aircraft having a helicopter flight mode and an airplane flight mode and, in particular, to bearing assemblies that are disposed in inboard pockets of a yoke having load transfer shoe bolts for use in stiff-in-plane proprotor systems.

BACKGROUND

Tiltrotor aircraft typically include multiple propulsion assemblies that are positioned near outboard ends of a fixed wing. Each propulsion assembly may include an engine and transmission that provide torque and rotational energy to a drive shaft that rotates a proprotor system including a hub assembly and a plurality of proprotor blades. Typically, at least a portion of each propulsion assembly is rotatable relative to the fixed wing such that the proprotor blades have a generally horizontal plane of rotation providing vertical lift for takeoff, hovering and landing, much like a conventional helicopter, and a generally vertical plane of rotation providing forward thrust for cruising in forward flight with the fixed wing providing lift, much like a conventional propeller driven airplane. In addition, tiltrotor aircraft can be operated in configurations between the helicopter flight mode and the airplane flight mode, which may be referred to as conversion flight mode.

Physical structures have natural frequencies of vibration that can be excited by forces applied thereto as a result of operating parameters and/or environmental conditions. These frequencies are determined, at least in part, by the materials and geometrical dimensions of the structures. In the case of tiltrotor aircraft, certain structures having critical natural frequencies include the fuselage, the fixed wing and various elements of the propulsion assemblies. One important operating parameter of a tiltrotor aircraft is the angular velocity or revolutions per minute (RPM) of the proprotor blades, which may generate excitation frequencies corresponding to 1/rev (1 per revolution), 2/rev, 3/rev, etc. In general, proprotor systems for tiltrotor aircraft should be designed to achieve blade flap or out-of-plane frequencies and lead-lag or in-plane frequencies that are sufficiently distant from these excitation frequencies. For example, certain tiltrotor aircraft have stiff-in-plane proprotor systems with the lead-lag frequency above 1.0/rev, such as between 1.4/rev and 1.6/rev. For each proprotor blade, such stiff-in-plane proprotor systems have utilized three independent shear bearings in series and a centrifugal force bearing positioned outboard of the yoke and within the proprotor blade. It has been found, however, that this design prevents heat dissipation from the centrifugal force bearings during operations. In addition, this design precludes visual inspection of the centrifugal force bearings without blade removal. Further, this design obstructs compact blade fold options that can reduce the overall tiltrotor aircraft footprint during storage.

SUMMARY

In a first aspect, the present disclosure is directed to a proprotor system for a tiltrotor aircraft having a helicopter flight mode and an airplane flight mode. The proprotor system includes a yoke having a plurality of blade arms each having an inboard pocket with an outboard surface. Each of a plurality of bearing assemblies is disposed at least partially within one of the inboard pockets with each bearing assembly including a shear bearing and a centrifugal force bearing having an integral shoe with an outboard surface. Each of a plurality of inboard beams is disposed at least partially between one of the centrifugal force bearings and one of the shear bearings. Each of a plurality of proprotor blades is coupled to one of the inboard beams. The integral shoes are coupled to the yoke such that there is a spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween.

In some embodiments, the yoke may have first and second surfaces and each blade arm of the yoke may define a plurality of shoe bolt openings extending between the first and second surfaces outboard of the inboard pocket. In such embodiments, a bushing may be disposed within each of the shoe bolt openings of the yoke. In certain embodiments, each integral shoe may have first and second clamp plates each having a plurality of shoe bolt openings. In such embodiments, the second clamp plate of each integral shoe may be independent of the respective centrifugal force bearing and selectively coupled thereto. In some embodiments, each blade arm, each first clamp plate and each second clamp plate may have two, three, four or more shoe bolt openings.

In certain embodiments, each of a plurality of shoe bolts may pass through aligned shoe bolt openings of respective first and second clamp plates and blade arms to clamp the integral shoes to the yoke creating the spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween. In such embodiment, the shoe bolts may provide centrifugal force load paths between the bearing assemblies and the yoke. In some embodiments, the first clamp plate of each integral shoe may have a contact relationship with the first surface of the yoke and the second clamp plate of each integral shoe may have a contact relationship with the second surface of the yoke. In certain embodiments, each centrifugal force bearing may include an elastomeric element that is vulcanized with the integral shoe. In some embodiments, for each bearing assembly, the centrifugal force bearing may be positioned outboard of the shear bearing.

In a second aspect, the present disclosure is directed to a proprotor system for a tiltrotor aircraft having a helicopter flight mode and an airplane flight mode. The proprotor system includes a yoke having a plurality of blade arms each having an inboard pocket with an outboard surface. Each of a plurality of bearing assemblies is disposed at least partially within one of the inboard pockets with each bearing assembly including a shear bearing and a centrifugal force bearing having an integral shoe with an outboard surface. Each of a plurality of inboard beams is disposed at least partially between one of the centrifugal force bearings and one of the shear bearings. Each of a plurality of proprotor blades is coupled to one of the inboard beams. Shoe bolts couple each integral shoe to the yoke such that the shoe bolts provide centrifugal force load paths between the bearing assemblies and the yoke and such that there is a spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween.

In a third aspect, the present disclosure is directed to a tiltrotor aircraft having a helicopter flight mode and an airplane flight mode. The tiltrotor aircraft includes a fuselage, a wing extending from the fuselage and first and second pylon assemblies coupled to the wing outboard of the fuselage. First and second proprotor systems are operably associated respectively with the first and second pylon assemblies. Each of the proprotor system includes a yoke having a plurality of blade arms each having an inboard pocket with an outboard surface. Each of a plurality of bearing assemblies is disposed at least partially within one of the inboard pockets with each bearing assembly including a shear bearing and a centrifugal force bearing having an integral shoe with an outboard surface. Each of a plurality of inboard beams is disposed at least partially between one of the centrifugal force bearings and one of the shear bearings. Each of a plurality of proprotor blades is coupled to one of the inboard beams. The integral shoes are coupled to the yoke such that there is a spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the features and advantages of the present disclosure, reference is now made to the detailed description along with the accompanying figures in which corresponding numerals in the different figures refer to corresponding parts and in which:

FIGS. 1A-1B are schematic illustrations of a tiltrotor aircraft in an airplane flight mode and a helicopter flight mode, respectively, in accordance with embodiments of the present disclosure;

FIGS. 2A-2D are various views of a proprotor system having bearing assemblies disposed in inboard pockets of a yoke in accordance with embodiments of the present disclosure;

FIGS. 3A-3D are various views of a bearing assembly disposed in an inboard pocket of a yoke for a proprotor system in accordance with embodiments of the present disclosure;

FIG. 3E is an isometric view of a bearing assembly for a proprotor system in accordance with embodiments of the present disclosure;

FIGS. 4A-4C are various views of a bearing assembly and component parts thereof for a proprotor system in accordance with embodiments of the present disclosure;

FIGS. 5A-5D are various views of a bearing assembly and component parts thereof for a proprotor system in accordance with embodiments of the present disclosure;

FIGS. 6A-6D are various views of a bearing assembly and component parts thereof for a proprotor system in accordance with embodiments of the present disclosure;

FIGS. 7A-7D are various views of a bearing assembly disposed in an inboard pocket of a yoke for a proprotor system in accordance with embodiments of the present disclosure;

FIGS. 8A-8C are various views of a bearing assembly disposed in an inboard pocket of a yoke for a proprotor system in accordance with embodiments of the present disclosure;

FIGS. 9A-9D are various views of a bearing assembly disposed in an inboard pocket of a yoke for a proprotor system in accordance with embodiments of the present disclosure;

FIGS. 10A-10C are various views of a bearing assembly disposed in an inboard pocket of a yoke for a proprotor system in accordance with embodiments of the present disclosure;

FIG. 10D is an isometric view of a bearing cage of a bearing assembly for a proprotor system in accordance with embodiments of the present disclosure;

FIG. 11A is a cross sectional view of a bearing assembly disposed in an inboard pocket of a yoke for a proprotor system in accordance with embodiments of the present disclosure; and

FIG. 11B is an isometric view of a bearing assembly for a proprotor system in accordance with embodiments of the present disclosure.

DETAILED DESCRIPTION

While the making and using of various embodiments of the present disclosure are discussed in detail below, it should be appreciated that the present disclosure provides many applicable inventive concepts, which can be embodied in a wide variety of specific contexts. The specific embodiments discussed herein are merely illustrative and do not delimit the scope of the present disclosure. In the interest of clarity, not all features of an actual implementation may be described in the present disclosure. It will of course be appreciated that in the development of any such actual embodiment, numerous implementation-specific decisions must be made to achieve the developer's specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming but would be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure.

In the specification, reference may be made to the spatial relationships between various components and to the spatial orientation of various aspects of components as the devices are depicted in the attached drawings. However, as will be recognized by those skilled in the art after a complete reading of the present disclosure, the devices, members, apparatuses, and the like described herein may be positioned in any desired orientation. Thus, the use of terms such as “above,” “below,” “upper,” “lower” or other like terms to describe a spatial relationship between various components or to describe the spatial orientation of aspects of such components should be understood to describe a relative relationship between the components or a spatial orientation of aspects of such components, respectively, as the device described herein may be oriented in any desired direction. As used herein, the term “coupled” may include direct or indirect coupling by any means, including moving and/or non-moving mechanical connections.

Referring to FIGS. 1A and 1B in the drawings, a tiltrotor aircraft is schematically illustrated and generally designated 10. Aircraft 10 includes a fuselage 12, a wing mount assembly 14 that is rotatable relative to fuselage 12 and a tail assembly 16 having control surfaces operable for horizontal and/or vertical stabilization during forward flight. A wing 18 is supported by wing mount assembly 14 and rotates with wing mount assembly 14 relative to fuselage 12 to enable tiltrotor aircraft 10 to convert to a storage configuration. Together, fuselage 12, tail assembly 16 and wing 18 as well as their various frames, longerons, stringers, bulkheads, spars, ribs, skins and the like may be considered to be the airframe of tiltrotor aircraft 10.

Located proximate the outboard ends of wing 18 are fixed nacelles 20 a, 20 b, each of which may house a drive system including an engine and a fixed portion of a transmission. A pylon assembly 22 a is rotatable relative to fixed nacelle 20 a and wing 18 between a generally horizontal orientation, as best seen in FIG. 1A, a generally vertical orientation, as best seen in FIG. 1B. Pylon assembly 22 a may include a tilting portion of the transmission and a proprotor system 24 a that is rotatable responsive to torque and rotational energy provided via the drive system. Likewise, a pylon assembly 22 b is rotatable relative to fixed nacelle 20 b and wing 18 between a generally vertical orientation, as best seen in FIG. 1A, a generally horizontal orientation, as best seen in FIG. 1B. Pylon assembly 22 b may include a tilting portion of the transmission and a proprotor system 24 b that is rotatable responsive to torque and rotational energy provided via the drive system. In the illustrated embodiment, proprotor systems 24 a, 24 b each include four proprotor blades 26. It should be understood by those having ordinary skill in the art, however, that proprotor assemblies 24 a, 24 b could alternatively have a different number of proprotor blades, either less than or greater than four. In addition, it should be understood that the position of pylon assemblies 22 a, 22 b, the angular velocity or revolutions per minute (RPM) of the proprotor systems 24 a, 24 b, the pitch of proprotor blades 26 and the like are controlled by the pilot of tiltrotor aircraft 10 and/or the flight control system to selectively control the direction, thrust and lift of tiltrotor aircraft 10 during flight.

FIG. 1A illustrates tiltrotor aircraft 10 in a forward flight mode or airplane flight mode, in which proprotor systems 24 a, 24 b are positioned to rotate in a substantially vertical plane to provide a forward thrust while a lifting force is supplied by wing 18 such that tiltrotor aircraft 10 flies much like a conventional propeller driven aircraft. FIG. 1B illustrates tiltrotor aircraft 10 in a vertical takeoff and landing (VTOL) flight mode or helicopter flight mode, in which proprotor systems 24 a, 24 b are positioned to rotate in a substantially horizontal plane to provide a vertical lift such that tiltrotor aircraft 10 flies much like a conventional helicopter. During operation, tiltrotor aircraft 10 may convert from helicopter flight mode to airplane flight mode following vertical takeoff and may convert back to helicopter flight mode from airplane flight mode for hover and vertical landing. In addition, tiltrotor aircraft 10 can perform certain flight maneuvers with proprotor systems 24 a, 24 b positioned between airplane flight mode and helicopter flight mode, which can be referred to as conversion flight mode.

Each fixed nacelle 20 a, 20 b may house a drive system including an engine and transmission for supplying torque and rotational energy to a respective proprotor system 24 a, 24 b. In such embodiments, the drive systems of each fixed nacelle 20 a, 20 b may be coupled together via one or more drive shafts located in wing 18 such that either drive system can serve as a backup to the other drive system in the event of a failure. Alternatively or additionally, a drive system including an engine and transmission may be located in fuselage 12 for providing torque and rotational energy to both proprotor systems 24 a, 24 b via one or more drive shafts located in wing 18. In tiltrotor aircraft having drive systems in both the nacelles and the fuselage, the fuselage mounted drive system may serve as a backup in the event of failure of either or both of the nacelle mounted drive systems.

In general, proprotor systems for tiltrotor aircraft should be designed to achieve blade flap or out-of-plane frequencies and lead-lag or in-plane frequencies that are sufficiently distant from the excitation frequencies generated by the proprotor systems corresponding to 1/rev (1 per revolution), 2/rev, 3/rev, etc. As an example, if a proprotor system has an operating speed of 360 RPM, the corresponding 1/rev excitation frequency is 6 Hertz (360/60=6 Hz). Similarly, the corresponding 2/rev excitation frequency is 12 Hz and the corresponding 3/rev excitation frequency is 18 Hz. It should be understood by those having ordinary skill in the art that a change in the operating speed of a proprotor system will result in a proportional change in the excitation frequencies generated by the proprotor system. For tiltrotor aircraft, operating in airplane flight mode typically requires less thrust than operating in helicopter flight mode. One way to reduce thrust as well as increase endurance, reduce noise levels and reduce fuel consumption is to reduce the operating speed of the proprotor systems. For example, in helicopter flight mode, the tiltrotor aircraft may operate at 100 percent of design RPM, but in airplane flight mode, the tiltrotor aircraft may operate at a reduced percent of design RPM such as between about 80 percent and about 90 percent of design RPM. Thus, to achieve desirable rotor dynamics, the proprotor systems for tiltrotor aircraft should be designed to avoid the frequencies of 1/rev, 2/rev, 3/rev, etc. for both helicopter flight mode and airplane flight mode operations.

In the illustrated embodiment, each proprotor system 24 a, 24 b includes four proprotor blades 26 that are positioned circumferentially about a hub assembly at ninety-degree intervals. Proprotor blades 26 and the hub assembly are preferably designed to have sufficient stiffness to achieve a first-in-plane frequency above 1.0/rev. In some embodiments, the first in-plane frequency of proprotor blades 26 may preferably be in a range between about 1.2/rev and about 1.8/rev and more preferably in a range between about 1.4/rev and about 1.6/rev. As another example, proprotor blades 26 and the hub assembly may be designed to have sufficient stiffness to achieve a first-in-plane frequency above 2.0/rev. For example, the first in-plane frequency of proprotor blades 26 may be in a range between about 2.0/rev and about 3.0/rev. In such embodiments, the first in-plane frequency of proprotor blades 26 may preferably be in a range between about 2.2/rev and about 2.8/rev and more preferably in a range between about 2.4/rev and about 2.6/rev.

The desired proprotor blade stiffness and/or stiffness to mass ratio of the present embodiments is achieved using, for example, carbon-based materials for the structural components of proprotor blades 26 such as graphite-based materials, graphene-based materials or other carbon allotropes including carbon nanostructure-based materials such as materials including single-walled and multi-walled carbon nanotubes. In one example, the spar and/or skin of proprotor blades 26 are preferably monolithic structures formed using a broad goods and/or layered tape construction process having a manual or automated layup of a plurality of composite broad goods material layers including carbon fabrics, carbon tapes and combinations thereof, positioned over one or more mandrels having simple geometric surfaces with smooth transitions. After curing and other processing steps, the material layers form a high strength, lightweight solid composite members. In this process, the material thicknesses of the components can be tailoring spanwise and chordwise to the desired stiffness and/or stiffness to mass ratio. The proprotor blade components may be composed of up to about 50 percent, about 60 percent, about 70 percent, about 80 percent, about 90 percent or more of the carbon-based material or materials.

Referring next to FIGS. 2A-2D in the drawings, a proprotor system for tiltrotor aircraft is depicted and generally designated 100. In the illustrated embodiment, proprotor system 100 includes a hub assembly 102 including a yoke 104 that is coupled to a mast 106 via a constant velocity joint assembly 108. Hub assembly 102 rotates with mast 106, which is coupled to a drive system including an engine and transmission of the tiltrotor aircraft that provides torque and rotational energy to proprotor system 100. Constant velocity joint assembly 108 provides a gimballing degree of freedom for yoke 104 relative to mast 106 enabling yoke 104 to teeter in any direction relative to the rotational axis 110 of proprotor system 100. Accordingly, hub assembly 102 may be referred to as a gimbaled hub. In the illustrated implementation, constant velocity joint assembly 108 is positioned above the rotational plane of yoke 104 and is mounted on and/or coupled to an upper surface of yoke 104 using a plurality of hub bolts, such as hub bolts 102 a, 102 b, that pass through hub bolt openings of constant velocity joint assembly 108 and yoke 104, as best seen in FIG. 2C. As illustrated, yoke 104 includes four blade arms each of which holds and supports a proprotor blade 112. Each proprotor blade 112 includes a spar 114 that extends spanwise toward the tip of proprotor blade 112. Spars 114 are preferably the main structural members of proprotor blades 112 designed to carry the primary centrifugal and bending loads of proprotor blades 112. Spars 114 may have a root-to-tip twist on the order of about 30 degrees to about 40 degrees or other suitable root-to-tip twist.

Each spar 114 has a root section 116 that couples of each proprotor blade 112 with yoke 104 via an outboard shear bearing 118 and an inboard bearing assembly 120. Each shear bearing assembly 118 is coupled to an outboard end of yoke 104 with a plurality of connecting members such as bolts, pins or the like. Likewise, each bearing assembly 120 is coupled to an inboard station of yoke 104 with a plurality of connecting members such as bolts, including the hub bolts, pins or the like. Each bearing assembly 120 includes a rotatably mounted inboard beam 122 having upper and lower arms 122 a, 122 b. As illustrated, each spar 114 is coupled to a respective inboard beam 122 at upper and lower arms 122 a, 122 b with a plurality of connecting members such as bolts, pins or the like. In addition, each spar 114 is coupled to a respective shear bearing assembly 118 via a suitable connection (not visible).

Each proprotor blade 112 has a centrifugal force retention load path through bearing assembly 120 to yoke 104. In the illustrated embodiment, each spar 114 includes an integral pitch horn 124 on the leading edge of spar 114 that is coupled to a leading edge pitch link 126 of a pitch control assembly 128 depicted as the rotating portion of a rise and fall swash plate operable to collectively and cyclically control the pitch of proprotor blades 112. In other embodiments, the pitch horns may be independent components coupled to the spars, the pitch horns may be trailing edge pitch horns and/or the pitch links may be trailing edge pitch links. Each proprotor blade 112 has an independent pitch change degree of freedom relative to hub assembly 102 about a pitch change axis 130. The pitch change of each proprotor blade 112 is controlled responsive to changes in position of pitch links 126 and pitch control assembly 128. Rotation of each proprotor blade 112 causes the respective inboard beam 122 to rotate relative to yoke 104 about the respective pitch change axis 130. Each proprotor blade 112 has an independent tilting degree of freedom relative to hub assembly 102 about a focal point 132 that is coincident with pitch change axis 130. For example, each proprotor blade 112 is operable to tilt relative to hub assembly 102 with lead-lag motion, as indicated by arrow 134 in FIG. 2A, and with flapping motion, as indicated by arrow 136 in FIG. 2D.

Referring additionally to FIGS. 3A-3E in the drawings, therein are depicted various views of a proprotor system 200 of the present disclosure. Proprotor system 200 includes a yoke 202 depicted as having three blade arms each including an inboard pocket 204. As discussed herein, a yoke of the present disclosure could have any number of blade arms corresponding to the desired number of proprotor blades in a particular implementation including yoke designs having at least three blade arms, at least four blade arms or other suitable number of blade arms. Yoke 202 may be formed from composite materials including numerous material plies composed of continuous filaments, fibers and/or sheets. The composite materials may include one or more of carbon, graphite, glass, basalt, aromatic polyamide materials or the like and any combination thereof. The material plies may be in the form of fabrics such as woven fabrics, tape such as unidirectional tape and the like. The plies may be joined together with a resin such as a polymeric matrix including thermoplastic or thermosetting resin or any suitable resin system such as epoxies, polyimides, polyamides, bismaleimides, polyesters, vinyl esters, phenolics, polyetheretherketones (PEEK), polyetherketones (PEK), polyphenylene sulfides (PPS) and the like. After curing, yoke 202 may require a variety of finishing steps including material removal processes such as machining operations to shape the surface of yoke 202 and to form inboard pockets 204 as well as other openings, such as hub bolt openings, in yoke 202.

A bearing assembly 206 is disposed in each of the inboard pockets 204 of yoke 202, for clarity of illustration, only one such bearing assembly 206 is shown in FIGS. 3A-3E. Bearing assembly 206 includes a centrifugal force bearing 208, a shear bearing 210 and an inboard beam 212. In the illustrated embodiment, centrifugal force bearing 208 includes an inboard member 208 a having a convex spherical outboard surface and an outboard member depicted as integral shoe 208 b having a concave spherical inboard surface. Disposed between inboard member 208 a and outboard member 208 b is a bearing element 208 c that includes a series of spherical elastomeric layers separated by inelastic shims. The connections within bearing element 208 c and between bearing element 208 c and inboard member 208 a and outboard member 208 b are permanent and may be made by vulcanizing the elastomeric material of bearing element 208 c to the adjacent surfaces or by bonded, adhered or otherwise secured the elastomeric material in a non-removable manner to these surfaces. The durometer and thickness of the materials as well as the stiffness, softness and/or spring rate of centrifugal force bearing 208 may be tailored to achieve the desired operational modes based upon the loads and motions expected in the particular application. In operation, each centrifugal force bearing 208 is operable to provide a centrifugal force retention load path from a proprotor blade 112 to yoke 202. In the illustrated embodiment, centrifugal force bearing 208 includes a lower clamp plate 208 d that is bolted, pinned or otherwise coupled to a lower surface of outboard member 208 b once centrifugal force bearing 208 is disposed in an inboard pocket 204. Centrifugal force bearing 208 is coupled to yoke 202 outboard of inboard pocket 204 using bolts 224 or other suitable technique.

In the illustrated embodiment, shear bearing 210 includes a radially inwardly disposed journal bearing 210 a and a radially outwardly disposed spherical bearing 210 b. Journal bearing 210 a includes a series of cylindrical elastomeric layers separated by inelastic shims. Spherical bearing 210 b includes a series of spherical elastomeric layers separated by inelastic shims. The connections within journal bearing 210 a and spherical bearing 210 b are permanent and may be made by vulcanizing the elastomeric material directly on adjacent surfaces or by bonded, adhered or otherwise secured the elastomeric material in a non-removable manner to these surfaces. The durometer and thickness of the materials as well as the stiffness, softness and/or spring rate of journal bearing 210 a and spherical bearing 210 b may be tailored to achieve the desired operational modes based upon the loads and motions expected in the particular application. In other embodiments, shear bearing 210 could be a non elastomer bearing or could include a non elastomer journal bearing and/or a non elastomer spherical incorporating, for example, one or more metal bearings. In the illustrated embodiment, shear bearing 210 includes a metal bearing ring 214 a that is preferably permanently coupled to spherical bearing 210 b by vulcanizing, bonding, adhering or otherwise securing the elastomeric material of spherical bearing 210 b to the inner surface of bearing ring 214 a. In the illustrated embodiment, bearing ring 214 a includes a pair of oppositely disposed flanges 214 c, 214 d forming an upper clamp plate. Shear bearing 210 is coupled to yoke 202 using hub bolts 216 a, 216 b that pass through the hub bolt openings in bearing ring 214 a, yoke 202 and lower clamp plate 214 b. As best seen in FIG. 3C, hub bolts 216 a, 216 b have been foreshortened for convenience of illustration as hub bolts 216 a, 216 b would also coupled the constant velocity joint to yoke 202 as discussed herein. In the illustrated embodiment, bushings 202 a, 202 b, such as metal bushings, are positioned within the hub bolt openings of yoke 202. Bushings 202 a, 202 b may be bonded or otherwise secured within the hub bolt openings of yoke 202.

In the illustrated embodiment, inboard beam 212 includes upper and lower arms 212 a, 212 b. Inboard beam 212 receives centrifugal force bearing 208 in an opening 212 c such that centrifugal force bearing 208 is housed within inboard beam 212. Centrifugal force bearing 208 includes an anti-rotation feature depicted as a boss 208 e extending radially inwardly, relative to yoke 202, from inboard member 208 a. Boss 208 e is received within an anti-rotation feature depicted as cavity 212 d of inboard beam 212 that extends radially inwardly, relative to yoke 202, to couple centrifugal force bearing 208 to inboard beam 212 and prevent relative rotation therebetween. An inboard extension 212 e of inboard beam 212 is received in an opening 210 c of shear bearing 210. In addition, an anti-rotation feature depicted as a boss 212 f of inboard extension 212 e is received within an anti-rotation feature 210 d of shear bearing 210 to couple shear bearing 210 to inboard beam 212 and prevent relative rotation therebetween. In the illustrated embodiment, centrifugal force bearing 208 and shear bearing 210 are coupled together with a bolt 218 a and washer 218 b.

As best seen in FIG. 3E, to install a bearing assembly 206 in an inboard pocket 204 of yoke 202, clamp plate 214 b and lower clamp plate 208 d of centrifugal force bearing 208 are removed such that the remainder of bearing assembly 206 may be lowered into an inboard pocket 204. Once bearing assembly 206 is disposed in an inboard pocket 204 lower clamp plate 208 d may be coupled to outboard member 208 b by bolting or other suitable technique. Outboard member 208 b may now be coupled to yoke 202 by bolting or other suitable technique. In addition, clamp plates 214 a, 214 b are coupled together and clamp plates 214 a, 214 b are coupled to yoke 202 with hub bolts 216 a, 216 b that also couple the constant velocity joint assembly to yoke 202 (see for example constant velocity joint assembly 108 of FIG. 2C). These connections secure bearing assembly 206 in inboard pocket 204 of yoke 202.

As discussed herein, a proprotor blade is coupled to upper and lower arms 212 a, 212 b of inboard beam 212 by bolting or other suitable technique. As the proprotor blades engage in collective and/or cyclic blade pitch operations, inboard beam 212 must rotate therewith about pitch changes axis 220. During these rotary operations, inboard beam 212 causes inboard member 208 a of centrifugal force bearing 208 to rotate relative to outboard member 208 b due to the anti-rotation connection between inboard beam 212 and inboard member 208 a as well as the fixed connection between outboard member 208 b and yoke 202. Also, during these rotary operations, inboard beam 212 causes rotation within journal bearing 210 a and/or between journal bearing 210 a and spherical bearing 210 b due to the anti-rotation connection between inboard beam 212 and shear bearing 210 as well as the fixed connection between shear bearing 210 and yoke 202 created by clamp plates 214 a, 214 b. Thus, a proprotor blade coupled to bearing assembly 206 has a pitch change degree of freedom about pitch change axis 220.

Centrifugal force bearing 208 is positioned outboard of shear bearing 210 and provides a centrifugal force retention path between a proprotor blade and yoke 202. As the proprotor blades engage in blade flap or out-of-plane movements and lead-lag or in-plane movements, spherical bearing 210 b enables inboard beam 212 to tilt relative to yoke 202. In the illustrated embodiment, inboard beam 212 is operable to tilt relative to a focal point 222 associated with the spherical elements of spherical bearing 210 b, which is preferably coincident with pitch change axis 220. Thus, a proprotor blade coupled to bearing assembly 206 has a tilting degree of freedom about focal point 222.

Use of proprotor systems having the inboard bearing assemblies of the present disclosure reduces the bearing count compared to conventional proprotor systems. The inboard bearing assemblies of the present disclosure also dissipate heat faster than conventional centrifugal force bearings that are disposed outboard of the yoke and within the proprotor blades. In addition, locating the bearing assemblies of the present disclosure in inboard stations enables visual inspection of the bearing assemblies without blade removal. Further, the inboard positioning of the bearing assemblies of the present disclosure allows for compact blade fold options that reduce the tiltrotor aircraft footprint during storage.

Referring to FIGS. 4A-4C, additional features of bearing assembly 206 will be described. The coupling between centrifugal force bearing 208 and inboard beam 212 preferably serves three important functions including providing a centrifugal force load path function, a lateral movement constraint function and an anti-rotation function. During rotary operations of an aircraft using a proprotor system of the present disclosure, the centrifugal force load generated by each proprotor blade is transferred to the yoke by a bearing assembly 206. Within each bearing assembly 206, the centrifugal force load path includes mating surfaces 208 f, 208 g of centrifugal force bearing 208 and mating surfaces 212 g, 212 h of inboard beam 212. In the illustrated embodiment, mating surfaces 208 f, 208 g are generally planar mating surfaces with a radial step therebetween. Likewise, mating surfaces 212 g, 212 h are generally planar mating surfaces with a radial step therebetween. As illustrated, mating surface 208 f of centrifugal force bearing 208 has a contact relationship with corresponding mating surface 212 g of inboard beam 212. Similarly, mating surface 208 g of centrifugal force bearing 208 has a contact relationship with corresponding mating surface 212 h of inboard beam 212. In other embodiments, certain of the mating surfaces or portions thereof could have a spaced apart relationship with a corresponding mating surface. Thus, during rotary operations of an aircraft using a proprotor system of the present disclosure, the centrifugal force load path includes mating surfaces 208 f, 208 g of centrifugal force bearing 208 and mating surfaces 212 g, 212 h of inboard beam 212.

In addition to the centrifugal forces that are generally in the radially outward direction relative to yoke 202, the components of bearing assembly 206 also experience lateral forces associated with, for example, lead-lag and/or flapping motions of a proprotor blade. As used herein, the term lateral force includes forces that are generally normal to the radial direction of the yoke and/or normal to pitch change axis 220. Such lateral forces may tend to urge centrifugal force bearing 208 out of concentricity with inboard beam 212. In the illustrated embodiment, centrifugal force bearing 208 includes a lateral movement constraint feature depicted as boss 208 e that extends radially inwardly. Boss 208 e is operably associated with and received within a lateral movement constraint feature depicted as cavity 212 d of inboard beam 212 that extends radially inwardly. As illustrated, boss 208 e and cavity 212 d are each non-cylindrical features depicted as multisided geometric prism features in the form of four-sided geometric prism features. Preferably, boss 208 e and cavity 212 d have a close fitting relationship that prevents and/or substantially prevents relative lateral movement between centrifugal force bearing 208 and inboard beam 212 during rotary operations.

In addition to the centrifugal forces and lateral forces, the components of bearing assembly 206 also experience torsional forces associated with, for example, pitch change operations of a proprotor blade. Such torsional forces may tend to urge centrifugal force bearing 208 to rotate relative to inboard beam 212. In the illustrated embodiment, centrifugal force bearing 208 includes an anti-rotation feature depicted as boss 208 e that extends radially inwardly. Boss 208 e corresponds with and is received within an anti-rotation feature depicted as cavity 212 d of inboard beam 212 that extends radially inwardly. As illustrated, boss 208 e and cavity 212 d are each non-cylindrical features depicted as multisided geometric prism features in the form of four-sided geometric prism features. Preferably, boss 208 e and cavity 212 d have a close fitting relationship that prevents and/or substantially prevents relative rotation between centrifugal force bearing 208 and inboard beam 212 during rotary operations. In the illustrated embodiment, the lateral movement constraint feature and the anti-rotation feature of centrifugal force bearing 208 are integral to one another.

Referring to FIGS. 5A-5D, a bearing assembly for a proprotor system is generally designated 306. As stated herein, the coupling between centrifugal force bearing 308 and inboard beam 312 preferably serves three important functions including providing a centrifugal force load path function, a lateral movement constraint function and an anti-rotation function. During rotary operations of an aircraft using a proprotor system of the present disclosure, the centrifugal force load generated by each proprotor blade is transferred to the yoke by a bearing assembly 306. Within each bearing assembly 306, the centrifugal force load path includes mating surfaces 308 f, 308 g of centrifugal force bearing 308 and mating surfaces 312 g, 312 h of inboard beam 312. In the illustrated embodiment, mating surfaces 308 f, 308 g are generally planar mating surfaces with a radial step therebetween. Likewise, mating surfaces 312 g, 312 h are generally planar mating surfaces with a radial step therebetween. As illustrated, mating surface 308 f of centrifugal force bearing 308 has a contact relationship with corresponding mating surface 312 g of inboard beam 312. Similarly, mating surface 308 g of centrifugal force bearing 308 has a contact relationship with corresponding mating surface 312 h of inboard beam 312. Thus, during rotary operations of an aircraft using a proprotor system of the present disclosure, the centrifugal force load path includes mating surfaces 308 f, 308 g of centrifugal force bearing 308 and mating surfaces 312 g, 312 h of inboard beam 312.

In addition to the centrifugal forces that are generally in the radially outward direction relative to yoke 202, the components of bearing assembly 306 also experience lateral forces associated with, for example, lead-lag and/or flapping motions of a proprotor blade. Such lateral forces may tend to urge centrifugal force bearing 308 out of concentricity with inboard beam 312. In the illustrated embodiment, centrifugal force bearing 308 includes a lateral movement constraint feature depicted as boss 308 e that extends radially inwardly. Boss 308 e is operably associated with and received within a lateral movement constraint feature depicted as cavity 312 d of inboard beam 312 that extends radially inwardly. As illustrated, boss 308 e and cavity 312 d are each cylindrical features. Preferably, boss 308 e and cavity 312 d have a close fitting relationship that prevents and/or substantially prevents relative lateral movement between centrifugal force bearing 308 and inboard beam 312 during rotary operations.

In addition to the centrifugal forces and lateral forces, the components of bearing assembly 306 also experience torsional forces associated with, for example, pitch change operations of a proprotor blade. Such torsional forces may tend to urge centrifugal force bearing 308 to rotate relative to inboard beam 312. In the illustrated embodiment, centrifugal force bearing 308 includes an anti-rotation feature depicted as a plurality of sockets 308 h that extend radially outwardly. Sockets 308 h correspond with an anti-rotation feature depicted as sockets 312 i of inboard beam 312 that extend radially inwardly. As best seen in FIG. 5A, a plurality of pins 320 extend into corresponding sockets 308 h of centrifugal force bearing 308 and sockets 312 i of inboard beam 312 to prevent and/or substantially prevent relative rotation between centrifugal force bearing 308 and inboard beam 312 during rotary operations. In the illustrated embodiment, the lateral movement constraint feature and the anti-rotation feature of centrifugal force bearing 308 are independent of one another. Even though centrifugal force bearing 308 and inboard beam 312 are depicted as having a particular number of anti-rotation sockets 308 h, 312 i, in a particular arrangement, it should be understood by those having ordinary skill in the art that the centrifugal force bearings and inboard beams of the present disclosure could have any number of anti-rotation sockets both greater than or less than four that are arranged in any desired orientation including having uniform or nonuniform circumferential orientations, uniform or non-uniform socket depths, uniform or non-uniform socket diameters and/or uniform or non-uniform distances from the pitch change axis.

Referring to FIGS. 6A-6D, a bearing assembly for a proprotor system is generally designated 406. As stated herein, the coupling between a centrifugal force bearing 408 and an inboard beam 412 preferably serves three important functions including providing a centrifugal force load path function, a lateral movement constraint function and an anti-rotation function. During rotary operations of an aircraft using a proprotor system of the present disclosure, the centrifugal force load generated by each proprotor blade is transferred to the yoke by a bearing assembly 406. Within each bearing assembly 406, the centrifugal force load path includes mating surfaces 408 f, 408 g of centrifugal force bearing 408 and mating surfaces 412 g, 412 h of inboard beam 412. In the illustrated embodiment, mating surface 408 f is a generally conical mating surface and mating surface 408 g is a generally planar mating surface. Likewise, mating surface 412 g is a generally conical mating surface and mating surface 412 h is a generally planar mating surface. As illustrated, mating surface 408 f of centrifugal force bearing 408 has a contact relationship with corresponding mating surface 412 g of inboard beam 412. As best seen in FIG. 6A, mating surface 408 g of centrifugal force bearing 408 has a spaced apart relationship with corresponding mating surface 412 h of inboard beam 412. Thus, during rotary operations of an aircraft using a proprotor system of the present disclosure, the centrifugal force load path includes mating surface 408 f of centrifugal force bearing 408 and mating surface 412 g of inboard beam 412.

In addition to the centrifugal forces that are generally in the radially outward direction relative to yoke 202, the components of bearing assembly 406 also experience lateral forces associated with, for example, lead-lag and/or flapping motions of a proprotor blade. Such lateral forces may tend to urge centrifugal force bearing 408 out of concentricity with inboard beam 412. In the illustrated embodiment, centrifugal force bearing 408 includes a lateral movement constraint feature depicted as mating surface 408 f that extends radially inwardly. Mating surface 408 f is operably associated with and received within a lateral movement constraint feature depicted as mating surface 412 g of inboard beam 412 that extends radially inwardly. As illustrated, mating surface 408 f and mating surface 412 g are each conical features that provide a self-aligning interface between centrifugal force bearing 408 and inboard beam 412 that prevents and/or substantially prevents relative lateral movement between centrifugal force bearing 408 and inboard beam 412 during rotary operations.

In addition to the centrifugal forces and lateral forces, the components of bearing assembly 406 also experience torsional forces associated with, for example, pitch change operations of a proprotor blade. Such torsional forces may tend to urge centrifugal force bearing 408 to rotate relative to inboard beam 412. In the illustrated embodiment, centrifugal force bearing 408 includes an anti-rotation feature depicted as a plurality of sockets 408 h that extend radially outwardly. Sockets 408 h correspond with an anti-rotation feature depicted as sockets 412 i of inboard beam 412 that extend radially inwardly. As best seen in FIG. 6A, a plurality of pins 420 extend into corresponding sockets 408 h of centrifugal force bearing 408 and sockets 412 i of inboard beam 412 to prevent and/or substantially prevent relative rotation between centrifugal force bearing 408 and inboard beam 412 during rotary operations. In the illustrated embodiment, the lateral movement constraint feature and the anti-rotation feature of centrifugal force bearing 408 are independent of one another.

Referring next to FIGS. 7A-7D in the drawings, therein are depicted various views of a proprotor system 500 of the present disclosure. Proprotor system 500 includes a yoke 502 depicted as having three blade arms each including an inboard pocket 504 and a pair of hub bolt openings 506 each having a bushing 508 secured therein. A bearing assembly 510 is disposed in each of the inboard pockets 504 of yoke 502, for clarity of illustration, only one such bearing assembly 510 is shown in FIGS. 7A-7D. Bearing assembly 510 includes a centrifugal force bearing 512, a shear bearing 514 and an inboard beam 516. As best seen in FIG. 7C, centrifugal force bearing 512 has is a bearing element 512 a, an integral shoe 512 b that includes an upper clamp plate 512 c and an independent lower clamp plate 512 d. Preferably, the connection between bearing element 512 a and integral shoe 512 b is permanent and may be made by vulcanizing the elastomeric material of bearing element 512 a to the adjacent surface of integral shoe 512 b or by bonded, adhered or otherwise secured the elastomeric material in a non-removable manner to integral shoe 512 b. Lower clamp plate 512 d is independent of integral shoe 512 b to enable installation and removal of bearing assembly 510 relative to inboard pocket 504 of yoke 502. In the installed orientation, lower clamp plate 512 d is coupled to upper clamp plate 512 c by one or more bolts 518 which also couple centrifugal force bearing 512 to yoke 502 outboard of inboard pocket 504.

In the illustrated embodiment, shear bearing 514 includes a metal bearing ring 514 a that is preferably permanently coupled to an elastomer element of shear bearing 514 by vulcanizing, bonding, adhering or otherwise securing the elastomeric material to the inner surface of bearing ring 514 a. In the illustrated embodiment, bearing ring 514 a includes a pair of oppositely disposed flanges 514 b, 514 c forming an upper clamp plate. Shear bearing 514 is selectively coupled to yoke 502 using a latch assembly 516. In the illustrated embodiment, latch assembly 516 includes a lower clamp plate 516 a and a pair of cam latches 516 b, 516 c. Lower clamp plate 516 a is coupled to cam latches 516 b, 516 c respectively by hub bolts 518 a, 518 b. As described above, hub bolts 518 a, 518 b have been foreshortened for convenience of illustration as hub bolts 518 a, 518 b would also coupled the constant velocity joint to yoke 502. It is noted that one or more of the components of bearing assembly 510 may need inspection, maintenance and/or replacement on a periodic basis. The procedure for such operations may be complicated by the need to remove the hub bolts and the other associated hub components, such as the constant velocity joint, from the yoke 502 to simply inspection or replace a single bearing assembly 510. In the present embodiment, however, bearing assemblies 510 have improved access for installation, removal and inspections due to the operation of latch assemblies 516.

In the illustrated embodiment, latch assembly 516 has an engaged position depicted in FIGS. 7A, 7C, 7D and a disengaged position depicted in FIG. 7B. More specifically, cam latch 516 b is rotatable relative to yoke 502 about hub bolt 518 a between the engaged and disengaged positions, as seen in the comparison between FIGS. 7A and 7B. Likewise, cam latch 516 c is rotatable relative to yoke 502 about hub bolt 518 b between the engaged and disengaged positions, also seen in the comparison between FIGS. 7A and 7B. In the engaged position, bearing bolts 520 a, 520 b may pass through aligned bearing bolt openings of respective cam latches 516 b, 516 c, respective flanges 514 b, 514 c and lower clamp plate 516 a to couple bearing assembly 510 to yoke 502 with flanges 514 b, 514 c having a contact relationship with an upper surface of yoke 504 and lower clamp plate 516 a having a contact relationship with a lower surface of yoke 504.

To gain access to bearing assembly 510, bearing bolts 520 a, 520 b may be removed from bearing assembly 510 such that cam latches 516 b, 516 c may be rotated relative to yoke 502 about hub bolts 518 a, 518 b from the engaged position of FIG. 7A to the disengaged position of FIG. 7B enabling inspection, installation and removal of bearing assembly 510 relative to inboard pocket 504 without removal of hub bolts 518 a, 518 b, thereby alleviating the complications associated therewith. Thus, in both the engaged and disengaged positions of latch assembly 516, hub bolts 518 a, 518 b remain in place passing through aligned hub bolt openings of cam latches 516 b, 516 c, yoke 502 and clamp plate 516 a. In certain implementations, it may be desirable to loosen hub bolts 518 a, 518 b when operating of cam latches 516 b, 516 c between the engaged and disengaged positions.

Referring next to FIGS. 8A-8C in the drawings, therein are depicted various views of a proprotor system 600 of the present disclosure. Proprotor system 600 includes a yoke 602 depicted as having three blade arms each including an inboard pocket 604 having a load transfer surface 604 a. Load transfer surface 604 a has an arcuate profile such as a circular arc profile or an elliptical arc profile. In addition, each blade arm includes a pair of hub bolt openings 606 each having a bushing 608 secured therein and a pair of shoe bolt openings 610 each having a bushing 612 secured therein. A bearing assembly 614 is disposed in each of the inboard pockets 604 of yoke 602, for clarity of illustration, only one such bearing assembly 614 is shown in FIGS. 8A-8C. Bearing assembly 614 includes a centrifugal force bearing 616, a shear bearing 618, an inboard beam 620 and an independent shoe 622. In the illustrated embodiment, shear bearing 618 includes a metal bearing ring 618 a that is preferably permanently coupled to an elastomer element of shear bearing 618 by vulcanizing, bonding, adhering or otherwise securing the elastomeric material to the inner surface of bearing ring 618 a. In the illustrated embodiment, bearing ring 618 a is coupled to an upper clamp plate 624 a and a lower clamp plate 624 b using screws 626 a, 626 b. Upper and lower clamp plates 624 a, 624 b are coupled to yoke 602 by hub bolts 628 a, 628 b. As described above, hub bolts 628 a, 628 b have been foreshortened for convenience of illustration as hub bolts 628 a, 628 b would also coupled the constant velocity joint to yoke 602.

As best seen in FIG. 8A, independent shoe 622 includes a load transfer surface 622 a, an upper clamp plate 622 b and a lower clamp plate 622 c. Load transfer surface 622 a has an arcuate profile such as a circular arc profile or an elliptical arc profile. The arcuate profile of load transfer surface 622 a of independent shoe 622 matches the arcuate profile of load transfer surface 604 a of inboard pocket 604 to form a centrifugal force load path therebetween. Load transfer surface 622 a of independent shoe 622 may be bonded, adhered or otherwise secured to load transfer surface 604 a of inboard pocket 604. Alternatively or additionally, one or more shoe bolts 624 may pass through aligned shoe bolt openings of upper clamp plate 622 b, yoke 602 and lower clamp plate 622 c to form a clamped relationship between independent shoe 622 and yoke 602 outboard of inboard pocket 604. The bonded relationship and/or the clamped relationship between independent shoe 622 and yoke 602 prevents relative movement therebetween to maintain the contact relationship and centrifugal force load path therebetween.

The coupling between independent shoe 622 and centrifugal force bearing 616 preferably serves three important functions including providing a centrifugal force load path function, a lateral movement constraint function and an anti-rotation function. During rotary operations of an aircraft using proprotor system 600, the centrifugal force load generated by each proprotor blade is transferred to yoke 620 by bearing assembly 614. Within each bearing assembly 614, the centrifugal force load path includes mating surfaces 616 a, 616 b of centrifugal force bearing 616 and mating surfaces 622 d, 622 e of independent shoe 622. In the illustrated embodiment, mating surface 616 a is a generally conical mating surface and mating surface 616 b is a generally planar mating surface. Likewise, mating surface 622 d is a generally conical mating surface and mating surface 622 e is a generally planar mating surface. As illustrated, mating surface 616 a of centrifugal force bearing 616 has a contact relationship with corresponding mating surface 622 d of independent shoe 622. As best seen in FIG. 8B, mating surface 616 b of centrifugal force bearing 616 has a spaced apart relationship with corresponding mating surface 622 e of independent shoe 622. Thus, during rotary operations of an aircraft using proprotor system 600, the centrifugal force load path includes mating surface 616 a of centrifugal force bearing 616 and mating surface 622 d of independent shoe 622.

In addition to the centrifugal forces that are generally in the radially outward direction relative to yoke 602, the components of bearing assembly 614 also experience lateral forces associated with, for example, lead-lag and/or flapping motions of a proprotor blade. Such lateral forces may tend to urge centrifugal force bearing 616 out of concentricity with independent shoe 622. In the illustrated embodiment, centrifugal force bearing 616 includes a lateral movement constraint feature depicted as boss 616 c that extends radially outwardly. Boss 616 c is operably associated with and received within a lateral movement constraint feature depicted as cavity 622 f of independent shoe 622 that extends radially outwardly. As illustrated, boss 616 c and cavity 622 f are each non-cylindrical features depicted as multisided geometric prism features in the form of four-sided geometric prism features. Preferably, boss 616 c and cavity 622 f have a close fitting relationship that prevents and/or substantially prevents relative lateral movement between centrifugal force bearing 616 and independent shoe 622 during rotary operations.

In addition to the centrifugal forces and lateral forces, the components of bearing assembly 614 also experience torsional forces associated with, for example, pitch change operations of a proprotor blade. Such torsional forces may tend to urge centrifugal force bearing 616 to rotate relative to independent shoe 622. In the illustrated embodiment, centrifugal force bearing 616 includes an anti-rotation feature depicted as boss 616 c that extends radially outwardly. Boss 616 c corresponds with and is received within an anti-rotation feature depicted as cavity 622 f of independent shoe 622 that extends radially outwardly. As illustrated, boss 616 c and cavity 622 f are each non-cylindrical features depicted as multisided geometric prism features in the form of four-sided geometric prism features. Preferably, boss 616 c and cavity 622 f have a close fitting relationship that prevents and/or substantially prevents relative rotation between centrifugal force bearing 616 and independent shoe 622 during rotary operations.

An alternate configuration of the coupling between independent shoe 622 and centrifugal force bearing 616 is depicted in FIG. 8C. In this configuration, the centrifugal force load path includes generally planar mating surface 616 d of centrifugal force bearing 616 and generally planar mating surface 622 g of independent shoe 622. A plurality of pins depicted as four screws 630 (only two being visible in the drawing) extend between independent shoe 622 and centrifugal force bearing 616 to prevent and/or substantially prevents relative lateral movement and relative rotation between centrifugal force bearing 616 and independent shoe 622.

Referring next to FIGS. 9A-9D in the drawings, therein are depicted various views of a proprotor system 700 of the present disclosure. Proprotor system 700 includes a yoke 702 depicted as having three blade arms each including an inboard pocket 704 with an outboard surface 704 a, a pair of hub bolt openings 706 each having a bushing 708 secured therein and four shoe bolt openings 710 each having a bushing 712 secured therein. A bearing assembly 714 is disposed in each of the inboard pockets 704 of yoke 702, for clarity of illustration, only one such bearing assembly 714 is shown in FIGS. 9A-9D. Bearing assembly 714 includes a centrifugal force bearing 716, a shear bearing 718 and an inboard beam 720. In the illustrated embodiment, shear bearing 718 includes a metal bearing ring 718 a that is preferably permanently coupled to an elastomer element of shear bearing 718 by vulcanizing, bonding, adhering or otherwise securing the elastomeric material to the inner surface of bearing ring 718 a. Bearing ring 718 a includes an upper clamp plate 718 b that is coupled to a lower clamp plate 718 c by bearing bolts 722 a, 722 b. Upper and lower clamp plates 718 b, 718 c are coupled to yoke 702 by hub bolts 724 a, 724 b. As described above, hub bolts 724 a, 724 b have been foreshortened for convenience of illustration as hub bolts 724 a, 724 b would also coupled the constant velocity joint to yoke 702.

Centrifugal force bearing 716 has an integral shoe 726 having an outboard surface 726 a and an upper clamp plate 726 b. An independent lower clamp plate 726 c is coupled to integral shoe 726 by bolts 728 or other suitable connectors. In the illustrated embodiment, a plurality of shoe bolts 730 pass through aligned shoe bolt openings of upper clamp plate 726 b, yoke 702 and lower clamp plate 726 c to form a clamped relationship between integral shoe 726 and yoke 702 outboard of inboard pocket 704 wherein upper clamp plate 726 b may have a contact relationship with an upper surface of yoke 702 and lower clamp plate 726 c may have a contact relationship with a lower surface of yoke 702. Importantly, shoe bolt openings 710 are positioned and sized such that outboard surface 726 a of integral shoe 726 and outboard surface 704 a of inboard pocket 704 have a space apart relationship, as indicated by arrows 732, when upper and lower clamp plate 726 b, 726 c have the clamped relationship with yoke 702. The space apart relationship prevents centrifugal force load transfer between outboard surface 726 a of integral shoe 726 and outboard surface 704 a of inboard pocket 704. Instead, shoe bolts 730 provide centrifugal force load paths between bearing assembly 714 and yoke 702. Even though a particular number of shoe bolts 730 have been depicted and described as maintaining the space apart relationship between outboard surface 726 a of integral shoe 726 and outboard surface 704 a of inboard pocket 704 and as providing the centrifugal force load paths between bearing assembly 714 and yoke 702, it should be understood by those having ordinary skill in the art that the number of shoe bolts could be either less than or greater than four including two shoe bolts, three shoe bolts, five shoe bolts or more.

Referring next to FIGS. 10A-10D in the drawings, therein are depicted various views of a proprotor system 800 of the present disclosure. Proprotor system 800 includes a yoke 802 depicted as having three blade arms each including an inboard pocket 804 and a pair of hub bolt openings 806 inboard of inboard pocket 804 each having a bushing 808 secured therein. A bearing assembly 810 is disposed in each of the inboard pockets 804 of yoke 802, for clarity of illustration, only one such bearing assembly 810 is shown in FIGS. 10A-10C. Bearing assembly 810 includes a centrifugal force bearing 812, a shear bearing 814, an inboard beam 816 and a bearing cage 818. In the illustrated embodiment, shear bearing 814 includes an integral bearing ring 814 a that is preferably permanently coupled to an elastomer element of shear bearing 814 by vulcanizing, bonding, adhering or otherwise securing the elastomeric material to the inner surface of integral bearing ring 814 a.

In the illustrated embodiment, bearing cage 818 includes upper clamp plate 818 a, bearing ring 818 b, bearing retainer 818 c and lower clamp plate 818 d. Integral bearing ring 814 a of shear bearing 814 is coupled to bearing ring 818 b of bearing cage 818 by a pair of bolts 820 a, 820 b. An inboard surface of bearing retainer 818 c is preferably permanently coupled to an elastomer bearing element 812 a of centrifugal force bearing 812 by vulcanizing, bonding, adhering or otherwise securing the elastomeric material to bearing retainer 818 c. In the illustrated embodiment, centrifugal force bearing 812 is disposed within bearing retainer 818 c. Upper clamp plate 818 a and a lower clamp plate 818 d are coupled together by bearing bolts 822 a, 822 b. Upper and lower clamp plates 818 a, 818 d are coupled to yoke 802 by hub bolts 824 a, 824 b. As described above, hub bolts 824 a, 824 b have been foreshortened for convenience of illustration as hub bolts 824 a, 824 b would also coupled the constant velocity joint to yoke 802. Importantly, an outboard surface 818 e of bearing retainer 818 c has a space apart relationship with an outboard surface 804 a of inboard pocket 804 when upper and lower clamp plate 818 a, 818 d have the clamped relationship with yoke 802. The space apart relationship prevents centrifugal force load transfer between outboard surface 818 e of bearing retainer 818 c and outboard surface 804 a of inboard pocket 804. Instead, hub bolts 824 a, 824 b provide centrifugal force load paths between bearing assembly 810 and yoke 802.

Referring next to FIGS. 11A-11B in the drawings, therein is depicted various a proprotor system 900 of the present disclosure. Proprotor system 900 includes a yoke 902 depicted as having an inboard pocket 904 and a pair of hub bolt openings (not visible) inboard of inboard pocket 904 each having a bushing secured therein. A bearing assembly 910 is disposed in inboard pocket 904 of yoke 902. Bearing assembly 910 includes a centrifugal force bearing 912, a shear bearing 914, an inboard beam 916 and a bearing cage 918. In the illustrated embodiment, inboard beam 916 includes a cavity 916 a that is preferably permanently coupled to an elastomer element of shear bearing 914 by vulcanizing, bonding, adhering or otherwise securing the elastomeric material to the inner surface of cavity 916 a.

In the illustrated embodiment, bearing cage 918 includes upper clamp plate 918 a, spindle 918 b, bearing retainer 918 c and lower clamp plate 918 d. Bearing retainer 918 c has an anti-rotation coupling with centrifugal force bearing 912. In the illustrated embodiment, screws 920 extend between bearing retainer 918 c and an outboard metal housing 912 a of centrifugal force bearing 912 to prevent relative rotation and lateral movements therebetween. In the illustrated embodiment, spindle 918 b passes through and is operable to allow relative rotation thereabout by centrifugal force bearing 912 and shear bearing 914. Upper clamp plate 918 a and a lower clamp plate 918 d are coupled together by bearing bolts 922 a, 922 b. Upper and lower clamp plates 918 a, 918 b are coupled to yoke 902 by hub bolts 924 a, 924 b. As described above, hub bolts 924 a, 924 b have been foreshortened for convenience of illustration as hub bolts 924 a, 924 b would also coupled the constant velocity joint to yoke 902. Importantly, an outboard surface 918 e of bearing retainer 918 c has a space apart relationship with an outboard surface 904 a of inboard pocket 904 when upper and lower clamp plate 918 a, 918 b have the clamped relationship with yoke 902. The space apart relationship prevents centrifugal force load transfer between outboard surface 918 e of bearing retainer 918 c and outboard surface 904 a of inboard pocket 904. Instead, hub bolts 924 a, 924 b provide centrifugal force load paths between bearing assembly 910 and yoke 902.

The foregoing description of embodiments of the disclosure has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from practice of the disclosure. The embodiments were chosen and described in order to explain the principals of the disclosure and its practical application to enable one skilled in the art to utilize the disclosure in various embodiments and with various modifications as are suited to the particular use contemplated. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the embodiments without departing from the scope of the present disclosure. Such modifications and combinations of the illustrative embodiments as well as other embodiments will be apparent to persons skilled in the art upon reference to the description. It is, therefore, intended that the appended claims encompass any such modifications or embodiments. 

What is claimed is:
 1. A proprotor system for a tiltrotor aircraft having a helicopter flight mode and an airplane flight mode, the proprotor system comprising: a yoke having a plurality of blade arms each having an inboard pocket with an outboard surface; a plurality of bearing assemblies each disposed at least partially within one of the inboard pockets, each bearing assembly including a shear bearing and a centrifugal force bearing having an integral shoe with an outboard surface; a plurality of inboard beams each disposed at least partially between one of the centrifugal force bearings and one of the shear bearings; and a plurality of proprotor blades each coupled to one of the inboard beams; wherein the integral shoes are coupled to the yoke such that there is a spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween.
 2. The proprotor system as recited in claim 1 wherein the yoke further comprises first and second surfaces and wherein each blade arm of the yoke defines a plurality of shoe bolt openings extending between the first and second surfaces outboard of the inboard pocket.
 3. The proprotor system as recited in claim 2 further comprising a plurality of bushings each disposed within one of the shoe bolt openings of the yoke.
 4. The proprotor system as recited in claim 2 wherein each integral shoe further comprises first and second clamp plates each having a plurality of shoe bolt openings.
 5. The proprotor system as recited in claim 4 wherein the second clamp plate of each integral shoe is independent of the respective centrifugal force bearing and selectively coupled thereto.
 6. The proprotor system as recited in claim 4 wherein the plurality of shoe bolt openings of each blade arm, each first clamp plate and each second clamp plate further comprises at least two shoe bolt openings.
 7. The proprotor system as recited in claim 4 wherein the plurality of shoe bolt openings of each blade arm, each first clamp plate and each second clamp plate further comprises at least three shoe bolt openings.
 8. The proprotor system as recited in claim 4 wherein the plurality of shoe bolt openings of each blade arm, each first clamp plate and each second clamp plate further comprises at least four shoe bolt openings.
 9. The proprotor system as recited in claim 4 further comprising a plurality of shoe bolts each passing through aligned shoe bolt openings of respective first and second clamp plates and blade arms to clamp the integral shoes to the yoke creating the spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween.
 10. The proprotor system as recited in claim 9 wherein the shoe bolts provide centrifugal force load paths between the bearing assemblies and the yoke.
 11. The proprotor system as recited in claim 9 wherein the first clamp plate of each integral shoe has a contact relationship with the first surface of the yoke and the second clamp plate of each integral shoe has a contact relationship with the second surface of the yoke.
 12. The proprotor system as recited in claim 1 wherein each centrifugal force bearing further comprises an elastomeric element that is vulcanized with the integral shoe.
 13. The proprotor system as recited in claim 1 wherein, for each bearing assembly, the centrifugal force bearing is positioned outboard of the shear bearing.
 14. A proprotor system for a tiltrotor aircraft having a helicopter flight mode and an airplane flight mode, the proprotor system comprising: a yoke having a plurality of blade arms each having an inboard pocket with an outboard surface; a plurality of bearing assemblies each disposed at least partially within one of the inboard pockets, each bearing assembly including a shear bearing and a centrifugal force bearing having an integral shoe with an outboard surface; a plurality of inboard beams each disposed at least partially between one of the centrifugal force bearings and one of the shear bearings; a plurality of proprotor blades each coupled to one of the inboard beams; and a plurality of shoe bolts coupling each integral shoe to the yoke such that the shoe bolts provide centrifugal force load paths between the bearing assemblies and the yoke and such that there is a spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween.
 15. The proprotor system as recited in claim 14 wherein the yoke further comprises first and second surfaces and wherein each blade arm of the yoke defines a plurality of shoe bolt openings extending between the first and second surfaces outboard of the inboard pocket.
 16. The proprotor system as recited in claim 15 wherein each integral shoe further comprises first and second clamp plates each having a plurality of shoe bolt openings.
 17. The proprotor system as recited in claim 16 wherein the second clamp plate of each integral shoe is independent of the respective centrifugal force bearing and selectively coupled thereto.
 18. The proprotor system as recited in claim 16 wherein each of the shoe bolts passes through aligned shoe bolt openings of respective first and second clamp plates and blade arms to clamp the integral shoes to the yoke creating the spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween.
 19. The proprotor system as recited in claim 14 wherein each centrifugal force bearing further comprises an elastomeric element that is vulcanized with the integral shoe.
 20. A tiltrotor aircraft having a helicopter flight mode and an airplane flight mode, the tiltrotor aircraft comprising: a fuselage; a wing extending from the fuselage; first and second pylon assemblies coupled to the wing outboard of the fuselage; and first and second proprotor systems operably associated respectively with the first and second pylon assemblies, each proprotor system including: a yoke having a plurality of blade arms each having an inboard pocket with an outboard surface; a plurality of bearing assemblies each disposed at least partially within one of the inboard pockets, each bearing assembly including a shear bearing and a centrifugal force bearing having an integral shoe with an outboard surface; a plurality of inboard beams each disposed at least partially between one of the centrifugal force bearings and one of the shear bearings; and a plurality of proprotor blades each coupled to one of the inboard beams; wherein the integral shoes are coupled to the yoke such that there is a spaced apart relationship between the outboard surfaces of the integral shoes and the outboard surfaces of the pockets to prevent centrifugal force load transfer therebetween. 